Automatic car-stopping device.



' 'No. 822,161. PATENTED MAY 29, 1906.

' A. 1). SKILLMAN.

AUTOMATIC GAR STOPPING DEVICE.

APPLICATION FILED JULY 24. 1905.

4 SHEETS-SHEET 1 PATENTED MAY 29 A. D. SKILLMAN. AUTOMATIC GAR STOPPING DEVICE.

APPLICATION FILED JULY 24, 1905.

4 SHEBTS-SHBET 2,

* if &

PATENTED MAY 29, 1906.

. A. D. SKILLMAN.

AUTOMATIC CAR STOPPING DEVICE.

APPLICATION FILED JULY 24, 1905.

4 SHEETSSHEET 3.

No. 822,161. PATENTED MAY 29, 1906.

A. D. SKILLMAN.

AUTOMATIC GAR STOPPING DEVICE.

APPLICATION FILED JULY 24. 1905. i

4 SHEETSSHEET 4.

unrrn srATEsrear critics.

ARTHUR'D. SKILLMAN, OF LOS ANGELES. CALIFORNIA, ASSIGNOR Th AMERICAN SWITCH AND SIGNAL COMPANY, OF LOS ANGELES, CALIFORNIA, A CORPORATION OF ARIZONA TERRITORY.

AUTOMATIC OAR-STOPPING DEVICE.

Specification of Letters Patent.

Patented May 29, 1906 Application filed m 24.1905. Serial No. 270,918.

useful Automatic Car-Stopping Device, of

which the following is a specification.

This invention relates to car apparatus for operating in conjunction with block systems or protecting devices for crossings,'switches,

bridges, &c., for automatically controlling the operation of the car.-

" One object of the invention is to stop the car byautomatically opening the circuit through the motor independently of the carcontroller or in a locomotive to automatically shut the throttle-valve independently of the throttle-lever, thus in either example preventing the motorman or engineer from interfering. I I

Another object is to automatically shut off the power and applythe brakes and, preferably, incidentally operate a signal-whistle when the car moves into conjunction with the first-met unit of the track system in danger position and to allow the motorman or engineer to restore the power and release the brakes from his position at the controller or in the cab after the car has passed the next unit, provided the latter is not in danger position, thus automatically checking the progof the train when it comes into a danger zone, but allowing the train to proceed at the discretion of the engineer as lar as the next unit.

Another object is to remove the control entirely from the engineer at the said secondmet unit if that unit is in danger position and to bringthe train to a stop, and before the train can again proceed to require a resetting of the apparatus from the ground.

Another object is to' maintain the control or the train from the cab or motormans post if the said second-met unit is not in danger position and to cause the train-stopping ap paratus to automatically reset or clear-itself when thesaid second-met unit is not in danger position, so that the train can proceed.

It is often desirable to run a train at a slow speed over certain sections of the tracksuch, for instance, as through cities, or yards, or in places where the track or bridges are being rcpairedand a further object is to provide for automatically causing the train to be checked in its movement over such sections. In checking the movement of trains through yards, for example, permanently-located trips or track devicesmay be employed for cooperating with the carcon trolling mechanism, and in places where, for example, repairs are being made temporary trips or track devices maybe applied to the .track for cooperating with the car-control ling mechanisnn There are placeswhere it is impracticable to flag a train in the ordinary mannersuch, for example, as on a long trestle or in a tun nel-and in such cases one or more trips or track devices may be temporarily placed on the track at the desired points, which by cooperating with the car-stopping mechanism will automatically check or stop, as desired, the train when it arrives at the track devices.

The accompanying drawings illustrate the invention, and, referring thereto, Figure 1 is aside elevation of a truck, part of the track and part of a car equipped with the trainstopping mechanism, the air-brake cylinder and connections thereto being removed. A manually-controlled unit forming part of a block system is illustrated in danger position. Fig. 2 is a plan view of what is shown in Fig.

1, the car-wheels being removed and thebrake-cylinder, valve, and connections therefor being shown. Fig. 3 is an enlarged crosssection through the controlling mechanism on the line 06 90 F ig. 4. Fig. 4 is a cross-section on the line x as, Fig. 3. section on the line x 90 Fig. 4. Fig. 6 is a cross-section through the controlling-valve. taken on the lineas as, Fig. 4. Fig. 7 is a similar view on the line 00 :2 Fig. 4. Fig. 8 is a sectional view through the rear end of a locomotive, showing the invention applied to a locomotive for controlling the throttle-lever and throttle. Fig. 9 is an elevation looking in the direction of the arrow, Fig. l, of the circuit-breakerand the mechanism for controlling the same. Fig. 10 is a side elevation of the circuit-breaker shown in Fig. 9. Fig. 11 is a detail in perspective of the controlling arm and pawl for operating the pawlcarrier.

The train-stopping apparatus is designed for use with either automatic block systems or those which are manually controlled or for by the. spring 3.

cooperation with permanent or temporarilyplaced trips or-track devices. simplicity a manuall controlled trip or protective track device ,as been shown, and, re ferring to Fig. 1, 1 designates a trip-lever which maybe preferably pivoted to one of the trackrails 2 on the inside thereof, so as to be in line .with the flanges of the car-wheels. The triplever 1 rests upon a flat spring 3, the position of which is controlled by a pivoted lever 4, which is connected by a rod 5' with a hand-lever 6.- Vvhen the hand-lever 6 stands over, as shown in Fig. 1, the lever 4 is held vertical, and the trip lever 1 is .yieldingly held with its end projecting slightly above the track-rail That element of the trainstopping device which coacts with the triplevels is preferably located back of the front 7 yield and allow wheel of the car, so that, it is shielded by .the

car-wheel. The s ring 3 is weak enough to the trip-lever- '1 to be depressed by the car-wheel; but the spring is strong enough to hold the trip-leverwith sufficient strength to cause the train-stopping device to be operated thereby. The most convenient place to mount the-main part of the car-stopping devices is on theequalizin bar 7 of the car-truck,' and fastened thereto is a bracket 8, which su ports a shaft 9'. Alsomounted on the equa izin -bar 7 is a box 10,

I in which is housed the mec anism aboutto be described, and rojecting through the box 10 "s ashaft 11.'- l lounted on'the shafts .9 and 1 1 are arms 1.2 and 13, the lower ends of which are pivotally attached to an operatingshoe 14, thearm 13'being a trifle shorter than the arm 12, so that the front end ofthe 0 er ating-shoe 14 is higher than its rear end. he operating-shoe 14 is suspended directly be hind the flange of the front wheel of the truckand in line with the trip-lever- 1, and when it is moved over a raised trip-lever the operating-shoe is swung rearwardly and upwardl thus rocking the shaft 11. Mounted loosely on the shaft 1 1 is a awl-carrier 15 with a seg: mental recess 16, t e shaft 11 having a lug 17, which projects within the recess 16. An

arm 18, which projects fromthe awl-carrien I has pawls 19 and 20. The paw 19 actuates an e1ght-toothed ratchet 21, which is mounted on a valve-shaft 22. One end of the valveshaft 22 has a bevel-gear 23, which meshes with a bevel-gear 24 on a vertical shaft 25.- Fastened on the valve-shaft 22 bya pin 26 is a taperedv valve-plug 27, whichlies in a c'as- For the'sake of the Figs. 6 and 7. The casing 28 has two ports 33 33 for the valve A and two ports 34 34 for the valve B, and when the valve B stands, as

shown in Fig. 6, with its ports 31 31in register with ports 34 34 the ports 31 31 and 32 32 of the valve A areall out of register with ports 33 33. ,Thus'valve A is shut when valve B is open, and vice versa. An indicator.35 is arranged on the valve-shaft 22 and shaft 22 has .a handle 38. Loosely mounted on the shaft 11 is a shrouded ratchet-wheel 39, having one unshr'ouded tooth 4D and hav-- ing one tooth cut away to'form a recess 42, and preferably foimed integral] with'the ratchet-wheel 39 is a cam 42, also oose on the shaft 11. Slidably mounted in the box 10 belowthe ratchet wheel 3 9 is a pawl-carrier" 43, guided by a stud 44 and operatively con} nectedby a pin 45 which extends through a slot 46 in the box'10 with an operating-rod '47, the other end of the rod being connected with a lever 48, pivotedto'the equalizin -bar 7 and having a spring-pressed arm 48*, a apted to sprin down freely, but to operate the lever 48 w en the arm 48 is moved upwardly. Interposed between a flange 49,on the rod 47 and anjabutment 50 on the equal-. izing-bar is a coil-spring 51 for pushin the rod 47 rearward. A pin 52 on one o the front wheels 53 has a, athof movement,

which as the wheelrevo ves during the forr ward but not the/backward movement of the car causes it to tilt the bell-crank lever'48 and move forward the operating-rod 47 once for each revolution of the 'wheel. Slidably mounted on the: bottom of the box 10 and guided by a stud 54 is a block 55, having win s 56, and journaled in the wings 56 is a sha t 57, to which are keyed a pawl 58 and an arm 59. The pawl 58 has a lug 60, and a flat .s ring 61 bearing 'against the under sideof t earns-59, serves to hold the arm and pawl elevated. Projectingbelow the pawl-carrier 15 is a hook 62, which is normally engaged by the awl. 58, asshown in Fi .3. Fastened to block 55 is a piston-r0 63 having a pis ton'64, which is mounted in a cylinder 65, a

coil-spring '66 being interposed between the piston-and a guide-block 66 -and serving to normall hold the piston retracted. The rear en of the cylinder has an air-passage 67, which communicateswith a. plpe 68 Pivoted to the end'ofthe rod 47 is a pawl 69, whichnormally plays freely-back and forth in the recess -42Without moving the ratchet wheel 39, as the pawl-carrier 43 is reciprocated-by the .operatingrod 47. 'Fastened to.

the"paWl=carrier-'1'5 is a chain 70, and attached'to the chain is a yoke 71, which is connected to two coil-springs 7 2, suspended from a supporting-yoke 7 3, carried by a. screw 7 4,

, passing back into the semicircular dotted 'lines for clearness.

. is connected by a pipe (1 with the pressure- B is connected y a pipe bwith the brakecylinder by means of which the tension of the springs l 72 may be regulated. The springs normally 1 hold the pawl-carrier in the position shown in Fig. 3. When the piston 64 is moved forward by air-pressure, it advances the block- 55, and the pawl 58, acting upon the hook 62, retracts the pawl-carrier and. moves the pawl l 19 back, so that it drops behind the next 1 tooth of the ratchet 21. soon as this occurs the lug 60 of'th'e pawl 58v strikes a stopscrew 75, and a slight further movement of the block 55 causes the pawl 58 to disengage the hook 62, whereupon the springs 72, acting through the chain 7 0 upon the pawl-carrier 15 swings the arm 18 forward and the pawl 19 rotates the ratchet 2.1 the distance of one tooth and turns the valve-shaft 22, at the same time rotating the shaft 25 a corresponding amount.

Referring. now to Fig. 2, designates the valve for controlling the air-brakes, being connected to the pressure-pipe 81, a branch 82 of which connects it with the air-reservoir 83. 84 is the brake-cylinder, which is connected by a pipe 85 with the brake-pipe 86. The two valves A and B are designated by One of the ports 33 of the casing of valve A pipe 81. Y The otherport 33 of the casing of valve A is connected by a pipe a with the brake-pipe 86. One of the ports 34 ofthe casing of valve B is connected by a pipe I) with the brake side of the controlling-valve 80. The other ort 34 of the casing of valve A check-valve 87 is provided in the brake-pipe 86 between the pipe I) and pipe at and allows air to pass from the pipe 0. to the brake-cylinder 84, but prevents air from passing from the pipe I) back into the pipe 0/. A pipe 88 is connected with the pipe a and with a signal, such as a whistle 89. As before stated, when the valve A is open the valve B is closed, and vice .versa: Under normal conditions valve A is shut'and valve B is open, so that the motorman has control of the brakes. When he opens the valve 80 to admit air from pipe 81 to ipes b b, pipes. 86 and 85 tothe brake-cylinder 83, thus setting the brakes,

pipe 86.

the air is prevented from T the pipe a and pipe 88 and 'Rigidly mounted on lowing the whistle and also is prevented from backing into the pipe 68 and into the 65 by the check-valve 87. The

. ipe 68, before described, which admits air behind the piston 64, isconnected to the pipe a When the apparatus'is operated automatically and the valve A is opened and the valve B is shut, air from the reservoir83 passes through the pipes 82 and 81, through the pipe a, through valve A, through pipe ct,

(incidentally through pi e 88, blowing the whistle.) through the creek-valve 87, and

blade 94 is in contact with the terminal 93,

the circuit through the motors of the car is.

closed, while when the blade 94 is out of con tact therewith the circuit tbrou hthe motors is opened. The blade has a wing 95 with a slot 96, into which projectsa pin 97, which is.

carried by a disk 98, revoluble on a shaft '99. The disk 98 has a shoulder 100, which is adapted to be engaged by a pivoted detent 101. The detent 101 is provided at one side witha curved face 102, while the detent 101 is yieldingly held against the edge of the disk 98 by a spring 103. The disk has a lug 104.

the shaft 99 is a windingdisk 105, to which is attached one end of a coil-spring 106,'the other end of the spring being attached to the disk 98. A long arm 107 projects from the disk 105, its end having a path of movement to engage the lug 104. The winding-disk has two teeth 108, 109, either of which may be engaged by a detent 110, which is held in operative position by a spring 111. The shaft 99 carries a bevel-gear 112, which meshes with a bevelgear 113 on a shaft 117, having at its upper end a crank 118, arranged in a position convenient to the motorman.

A pair of symmetrical detents 119 and 120 are pivoted to an insulated short shaft 121. Also pivoted to the shaft 121 is a block 122, having a pair of studs 123'. The detents 119 and 120 each have an arm 124, the two arms being connected together by a spring 125, which yieldingly holds both arms against the studs 123, as shown in Fig.

A shaft 126 has its upper end pivoted in a plate 127, which is attached to the base 90, the lower end of the shaft being connected by a universal joint 128 with a slip-sleeve 129,

which telescopes with the upper end ofthe shaft 25, before described. The plate 127 has a slot 130, in Which the upper end of a carried. by the bar 131 he groove 135 is formed with four upper convolutions andin'136, which is I four lower convolutions, and when the cam is rotatedit reciprocates the bar 131 and tilts the detents 119 and 120. When thebar 131 is raised, the detent 119 stands in the posi tion shown in Fig. 9 under theend of the blade 94, holding the latter closed. The blade is always in'a condition such thatif freed by the detent it will spri ng o. ut from 5 rotating by the detent 101.

93, as will shortly be dee cam 134 is rotated the contact with the cli scribed. Thus if t close turned one-eighth around, andthe blade 94 will spring out and bending back, the detent and held open by the detent 120 as the latter is sprung back by the sprin' 125. When the cam 134 turns another eight ,it obviously restores the block Y122 and detents 119 and 120 to the position shown in Fig. 9, thereby drawing the detent 120 away from the end of the blade 94 and detent 119 is bent back, thereby stretching the spring 125 and being caught and held by the springing back of the detent 119. If now the cam 134 be rotated automatically, as before described, to-raise the bar 131 and shift the detent 120 out of engagement with the blade '94, the blade will not automatically spring'back into the clip 93, though the spring-106 is under tension, for

the reason that the 'sk 98 is, prevented from At this time, however, the motorman may reset the circuit-breaker and close the blade 94 by turning the crank 11.8, which will rotate the shaft 1 14 and shaft 99, together with the windingdisk 105, in the direction of the arrow 110. This will increase the tension of the spring 106, as the disk 98 is still held stationary by the detent 101, and during this movement the blade 94 still remains stationary; but as soon as the arm 107 has been moved around -far enough to strike the curved face 102 it tilts the detent 101 out of engagement with .the shoulder 100, whereupon disk 98 being released the latter is quickly moved by the spring 106 in the direction of the arrow, Fig. 9', and through the pin 97 closes the blade 94, the blade 94 bein immediately locked in closed position by t e detent 1 19. The blade now being'locked, it prevents further rotation of the disk 98. The motorman cannot continue'to turn the crank 118farther from' the point atwhich this action takes place than to bring the arm 107 into contact with the stop-lug 104, which being on the now rigidly-.

held disk 98 prevents further winding of the crank. -Therefore as soon as the motorman releases the same the reaction or the spring 106 will retract the disk 105 slightly until it is arrested by the tooth 108 en aging the detent 110, While the circuitreaker may thus be reset in the foregoing manner when the cam 134 is in a position which holds the bar 131 elevated, the circuit-breaker cannot be reset in this manner by means of the crank 1.18 if the cam 134 stands in a position-such that the bar 131 is in its lowest position because when the bar 131 is in that position the detent 120 holdsthe blade 94 open and. the disk 98 is thus locked against rotation allowing the blade to be closed, during-which closing of the blade the aaa ei his post at the controller and descending t0 the ground, manually releasing aving described the construction and operation of the parts in'detail', the o eration of the apparatus considered as a w ole will be described.

The apparatus is normally set as shown in the respective figures of the drawings, the blade 94 being shut, thus closing the circuit through the motors of the car and being retained in place by the detent Bis open and the valve A is shut. As the car" moves along, wheel 53, through its pin52, operating upon'the bell-crank 48, causes the operating-rod 47 to be constantly reciprocated, thereby reciprocating the pawl 69; but as the ratchet-wheel 39 stands'in the position shown in Fig. 3 the pawl 69 moves freelybackand forth in the recess 42, so that ratchet 39 is not operated. Thus, although as the car travels the pawl 69 is constantly operated, together with its operatin -rod 47 and "described connections, no ot ier part'of the a paratus is in operative movement under ordh nary circumstances. When the operating shoe 14 strikes a raised'trip-l-ever, it is swun back, thereby rotating rection of the arrow, Fig. 3, which retracts the arm 18, so that the pawl 19 drops behind the next tooth of the ratchet {21,- whereupon the springs 72 contract and pull the chain which turns the pawl-carrier 15 andmoves forward the arm. 18, which through the pawl 21 turns the valve shalt 22 one-eighth of a revolution, which opens the valve A and closes the valve B. When the pawl 19 was retracted, as just described, the pawl .20 ,was

also moved. back, so that it dropped into the unshrouded tooth-recess 40, and as the arm 18 moved forward'the pawl 20 turned the ratchet-wheel 39 the distance of one tooth, wh ch caused the tooth behind the rethe blade 94 'by sipringing back the detent 120. 120 stretching the spring 125, will be caught l 1.19. The valve b the shaft 11 in the decess 42 to be moved into engagement with I the pawl 69, so that the ratchet 39 is now being operated by the pawl 69 if the car moves. When the valveA is opened, a'r from the l pressurepipe 81 passes through the pipe a,

through the valve A, through the pipe a, and pipe 88, thereby blowing the whistle 89, and

. through the pipes 86 and 85' to the brakecylinder 84, whch automatically applies the brakes. The brakes, however, are only applied, temporarily in this case, as some of the ar which is admitted through the pi e 0/ passes down through the pipe 68, throng 1 the airpassage 67, into the cylinder 65- and pushes the piston 64 forward, whch throu h D the piston-rod moves forward the block 55,

so that the pawl' 58 acting-upon the hook 62 rocks the pawl-carrier 15 and arm 18 a sec- 0nd time to the right. allowing the pawl 19 to engage another tooth of the ratchet 21, at

' upon the cha'n 70, which retracts the pawlcarrier 15, and the latter, through the pawl 19, rotates the ratchet 21 and operates the valve-shaft 22, shutting the valve A and open'ng the valve B, thus plac'ng the brake system aga n under the control of the motorman. At the same time that the valve-shaft 22 is operated, as just described, the shaft 25 is also turned, which, acting through the sl psleeve 29, rotates the shaft 126 and cam 134, moving down the block 131 and tilting the detent 119 out. of engagement with the c rcuit-breaker-blade 94, whereupon the-latter springs out, as before described, and breaks the circu t through the motors. Before the motorman can proceed under power he must restore the blade 94, wh ch may be done, as before descr bed, by operatlng the crank 118. Obv'ously this opening of the c rcu t and appl cation of the brakes checks the car n its travel as a precaut on at the first ra sed. s gnal and allows the car to proceed at the d scretion of the motorman. Assum ng that the motorman dec d-es to proceed, as the cal moves along .the ratchet-wheel'ftt) s operated step by step by the pawl 69, as the latter is constantly reciprocated by the mechan sm operated by the mov ng car-Wheel 53 untal the recess 42 comes into conjunction W th the pawl 69, whereupon the ratchet 39 stops rotat ng, as it s in its ord nary normal position. The parts may thus resume ther normal positpn f a ra sed trip-lever not met before the ratchet 39 gets to normal post on. Upon encountering the next ra sed tr p-lever the foregoing operat on w.ll be repeated, and this operaton w ll occur whenever a ra sed trip-levcr is encountered when the ratchet 39 is in normal pos tion, so that the pawl 69 plays freely in the recess 42.. If, however, the sccond-ra sed tr p-lever is encountered before the ratchet-Wheel has turned to its normal pos t on, as soon as the shoe 14 rotates the shaft 11 t causes the valve A to be opened and the valve B to be closed The piston 64 will be moved forward by the a rpressure adnntted through the pipe 68; but the pawl w ll m ss the hook 2 as it w.ll be held down by reason of the arm 5!) hav ng been depressed by the cam 41. Thus the pawl-carrier 15 w ll not be g ven the second automatic actuation to shutthe valve A and,

open the valve l), and thus the brakes w. ll be applied and the r control w ll bc removed from the motori'nan, ashs control of the brakes is exercised only when the valve A is shut-and. the valve B .s open. At the same tune, as when the valve A is open, the block 131 IS in its lowest pos ton and cannot raise, the circuit-brcakcr blade 94 w.ll beheld open by the detent 120-and it willbe impossible, '65

as before described, for the motorman to restore the circu't-breaker blade by operating the crank 118. It thus becomes necessary before the car can proceed to reset the apparatus, and it is purposely des'gned to pre- 70 vent the motorman from sett'ng the apparatus in this manner the second time from the car and to compel him to get off the car 'n order to reset the c rcu t-breaker. The valve-operating apparatus can be reset by manually man-pulating the handle 38,-which operat on of the handle also places the cam 134 in such pos tion that the circuit-breaker blade may then be reset by operating the crank 118. Thus by arrang'ng the trip- 0 levers 1 at intervals apart such that the car .11 travel ng from one ra sed trip-lever to another wll not have moved. the ratchet 39 around to normal position. If two ra'sed trip-levers are encountered in succession, the car will when encountering the first'tnplever be warned by the open ng of the c rcuit and by the settin of the brakes, which ,are almost immed ate y thereafter released, and

f the car then proceeds afterthis' precauo tionary measure upon encountering the succeed ng trip-leverwh ch is ra'sed the brakes w ll be set without be ng immed ately thereafter released automatically as before and that car cannot proceed until the apparatus has been reset from the ground, as before described. The advantage of ths arrangement is th's: In a block system the car m ght encounter a ra'sed trip-lever, wh' ch would give the signal and temporary setting of the brakes and not fy the motorman that he was in the danger zone of the car ahead of him. The motorman on the rear car might proceed at his d scretion, and if the car ahead has cleared the trip-lever whl ch ,immedately 1o: succeeds-the trip'lcver which has just set the apparatus on the rear car then-the rear car can proceed freely wlthout being hampered by a complete stoppage necessitating a resetting of the apparatus from the ground. if the car ahead has not cleared the succeedng trip-lever, then the rear car w ll be absolutely brought to a stop and an ace dent avoided. Another advantage is that If the car is checked by a ra'sed trip-lever early in 5 the day the apparatus w H clear itself automatcally, so that if another tr p-lever is en-' countered later in the day the same warning and temporary setting of the brakes. only will be g ven. d d not automatically clear or reset itself, as descr. bed, after encountering the raQsed tr.plever early in the day the car would be absolutely stopped when next encountering a ra sed tr p-lever later in the day, which latter 1 2 5 ()thcrw so if the apparatus the block 155 is automatically son of the cam 158 automatically assumingtvely to a stop by this arrangement the car must encounter two 1 adjacent -ra"sed triplevers in succession.

When the apparatus is applied to a locomotive, it may e arranged as shown in Fig. 8, in which arran ement the throttle-valve 150 is substitute for the circuit-breaker. The throttle-valve 150 is operated by a bella rod 152, the rear end of which may have .a perforated block 153. The ivoted throttle-lever 154 may have pivotethereto a detent 155, the vertical .ositionof which detent may be regulated y a slotted bar 155.

The bar 155 may be Operated by a rod 156.,

and the rod 156 may be operated by a lever 157, which in turn may be 0 erated by a cam 158, similarto the cam 134before described. The apparatus for operating thefcam 15 8.and air-bra es of the train may be similar-to "the e cam l3 4,afn'd air-brakes of i'the electric car. The detent 155 normally engages the block 153, so that by tle-lever 154 the throttle-valve 150,r,iay be regulated. J-When, however, the cain 158 is operated by reason of the shoe 14 encountering a raised trip-lever, the block 155 is drawn down by the'rod 156, thereby drawing-the detent155 out of en agement of the block 153 and allowing the t rottlevalve 150 to be automatically closed'by a spring 159. When its normal position as described with reference to the electric ear system, the detent 155 is thereby raised andtakes into the'block 153, thus restoring the connection between the throttle-lever and throttle-valve. Ob-

vi ously if the shoe 14 encounters two tri -levers in succession the cam 158 will hol the block 155 down, so that itwill be impossible for the engineer to open the throttle and start up the train until after the apparatus has been reset from the ground. In order to prevent the engineer from directly'operating' the block- 153, the detent mechani m maybe inclosed.

wheel andsubstantially in line therewith and operated by a trip-lever on the trackfor opening said-circuit-breaker.

. 2. Brake apparatus, and means back of a wheel and substantially in line therewith and operated b a trip-lever on the erating sai brake apparatus.

3 ."-A motor-circuit, a circuit-breaker in said'circui-t, brake apparatus,. andwmeans therewith and operated by a tripf-lever on' the track for operating 't-hencircuit-breaker and brake apparatus.

4. A signal, and means back of a wheel and apparatus previouslydescribed for operating 17 manipulating the thretraised by rea'--- track for op-- met trip-lever is nonoperated by-the thir -met protective tripsubstantially in line therewith and operated by a trip-lever on the track for operating the signal.

115.. A motbr-circuit, a circuit-breaker in the circuit, brake ap. aratus, a signal, and means back' of a whee and substantially in line therewith and o track foroperating the car-stoppingmechan- 7. Car-stopping mechanism, means operperated by a trip-lever on the v track for operatmg the circuit-breaker, brake crank lever 151, which maybe connected to" ated by the first-met protective trip-lever for temporarily for resetting part of said car-stopping mechanism, and means'operating' automatically during the movement of the car for resetting the. remainder of the ism. s p

8. Means for checking the movement of a car, means operated by a protective trip-leapplying said car-stopping mechanism, means operative-from the car car-stopping mechan I ver for causirigthe'first means tocheck the speed of. the car, and means automatically operating by the movement of the car for re? leasing said checking mechanism.

- 9. A car, bra-keapparatus therefor, means 0 erated by a protective trip-lever for setting t e brake apparatus, and means operatingiby the movement of the car for automatically subsequently releasing the brake apparatus.

- 10. A car, brakeapparatus therefor, means operated by a protective trip-lever for setting -t e brake ap aratus,

means operatedby alater-met protective trip-lever for again finally setting the brakeapparatus.

11. Brake apparatus, means operated the first-met protective trip-lever for temp rarily setting the brake apparatus, means operated by the second-met trip-lever if in pro-.-

tective condition for again 'finally setting the brake apparatus,- and means operated by the {shird-met trip-lever, if the second-met tripever means operatin 'by the movement '0 the car for automatically subsequently releasing the brake apparatus, and

was not in protective condition for ternporarily setting the brake apparatus again.

12." A motor-pircuit, a circuit-breaker in.

the circuit, means operated by the first-met protective triplever for snapping open the circuit-breaker, me'ans operative from the car for restoring said circuit-breaker, and means operated by the next-met protective trip-1ev'er for again opening the circuit-breaker.

" -13. .A-motor-circuit, a circuit-breaker in H the circuit, means operated by the first-met back of a'wheel and substantially. .in line.

rotective'tripdever for opening the circuitreakerj. means operative from the car for restoring said circuit-breaker if the secondrotective, and means lever for again opening the circuit-breaker if the said second-met trip-leverwas not in protective position.

14. A- motor-circuit, a circuit-breaker in the circuit,'means-0perated by the first-met protective trip-lever for opening the circuitbreaker, means 0 erative from the car for restoring said circuit-breaker, and means operated by the second-met trip-lever if in protective position for preventing the restoring of the circuit-breaker from the car.

15. In car-stopping apparatus, a motor.

circuit, a circuitreaker 1n the circuit, brake apparatus, means operated by the first-met protective trip-lever for sna ping open said circuit-breaker and for app ying the brake apparatus, and means operative from the car for restoring said circuit-breaker.

- 16. In car-stopping'apparatus, a motorcircuit, a circuit-breaker 1n the circuit, brake apparatus, me'ans operated by the first-met protective trip-lever for opening said circuitbreaker and for temporarily applying the brake apparatus, means 0 erative from the car for restoring the circuit-breaker) means for again opening the circuit-breaker, and appiying the brake apparatus if the second-met trip-lever is in protective position.

.17, In car-sto ping apparatus, a motor-1 circuit, a circuit reaker-in the circuit, brake apparatus, means operated by the first-met rotective trip-lever for temporarily apply-- mg the brake apparatus, means operative from the car for restoring the circuit-breaker, means 0 erated by the second-met protective tripever for again applying the brake 1 I apparatus and opening the'circuit-breaker and for'preventing the resetting'of the circuit-breaker from the can and means operative from a oint other than on-the car for re setting the brake apparatus.

18. In car-stopping apparatus, a motorcircuit, a circuit-breaker in the circuit,brake apparatus, means operated by the first-met protective trip-lever for temporarily applying the hrake"apparatus, means operative,

from the car for restoring the circuit-breaker, means operated by the second-met protective trip-lever for again applying the brake and opening the circuit-breaker and for preventing the resetting of the circuit-breaker from the car, and means operative from a point other than on the car tor resetting the brake apparatus and for placing the circuit-breaker in condition to then be reset from the car;

19 In car-stopping apparatus, a signal, means operated bya protective trip-lever foroperating the signal, andmeans operating antomatically by the movement of the car for stopping the operation of the signal.

20. In car-stopping apparatus, a signal means operated by a protective trip-lever for temporarily operating the signal, means o perater by the next-met trip-lever ii' in protective position for again operating the signal,

and means operative from a point other than on the car for stopping the operation of the signal.

21. In car-stoppingapparatus, brake Inechanism, a motor-circuit, acircuit-breaker in the circuit, a valve for controlling the brake mechanism, means connected-with the valve for controlling the circuit-breaker; and means operated by a protective trip-lever for actuating said valve once, and means operated by fluid-pressure for automatically subsequently operating the valve a second time.

22. In car-stopping apparatus, brake mechanism, a motor-circuit, a circuit-breaker in the circuit, a. valve for controlling the brake mechanism, means connected with the valve for controlling the circuit-breaker, means operated by the first-met protective trip-lever for actuating said valve once, means operated by fluid-pressure for automatically subsequently operating the valve a second time, means operated by the second-me t trip-lever if in protective position 'for operating the valve a third time and means for, preventing the fluid-pressure means from subsequently operating the valve.

23. In car-stopping apparatus, brake mechan1sm, a motor-circuit, a circuit-breaker 1n the circuit, a. vaive for controlling the brake mechanism, means connectedwith the valve for controlling the circuit-breaker, means operated by the first-met protective trip-lever for actuating said valve once, means operated by fluid-pressure for automatically subsequently operating the valve a second time,

means operated by the second-met trip-lever if in protective position for operating the valve a third time and for preventing the fluid-pressure means from subsequently operating the valve, and means for normally again operating the valve from a point other than on the car.

24. In car-stopping apparatus,brahe mech anism, a motor-circuit, a circuit-breaker in the circuit, a valve for controlling the brake mechanism, means connected with the valve for controlling the circuit-breaker, a ratchetwheel connected with the valve, a pawl for operating the ratchet, means operated by a protective trip-lever for operating said pawl and fluid-pressure. means for subsequently again operating the pawl.

25. In car-stopping apparatus, brake mechanism, a motor-circuit, a circuit-breaker in the circuit, a valve for controlling the brake mechanism, means connected with the valve for controlling the circuit-breaker, a ratchetwheel connected with the valve, a pawl for operating the ratchet, means operated by the first-met protective trip-lever for operating said pawl, fluid-pressure means for subsequently again operating the pawl, means operated by the second-mot trip-lever :l in protect've positzon for agan operatuig the pawl, and means for preventing the subsorplent opgaging the jects, means operated by a trip-lever for rocking the shaft and actuating the pawlcarrier, and additional means for automatically rocking the pawl-carrier independently of the shaft.

38. In a car-sto ping device, a motor-circuit, a circuit-brea er in said circuit embracing a blade, means for maintaining a pressure on the blade tending too en it, a detent enblade and hrHding it shut, and means operated by a trip-leverfor releasing the detent. a

39. In a car-sto ping device, a motor-circuit, a circuit-brea er in said circuit embracin a blade, said blade having a slot, an operatlng-disk, a

. connectnag'the winding-disk and the operating-disk'from unwinding, a earn, a s

vcuit, a circuit-brea ing a blade,

of said detents against said stu ating-disk, a in carried thereby and rojecting into the s ot, a winding-disk, a coi -'spring connecting the winding-disk and the operating-disk, a detent normally holding the winding-disk from unwinding, a cam, a shaft, a pair of detents mounted on the shaft, a block ivoted on the shaft, 'a pair of studs. on the Block, means for yieldingly holdin portigns s. a ar and in carried therebyand roject-' ing into the s ot, a winding-disk, a coi -spring said blade having a slot, an opermeans In testimony whereof I have hereunto setloosely connected with said block, a pin on the bar working against said cam, and means operated by a trip-lever for turning said cam, means for'normally turning said cam.. 41.'In car-stopping mechanism, brake aparatus, means operated by a protective tripever for temporarily applying the brake apparatus, a ratchet, means operating during the traveling of the car for operating saidf ratchet, and means operated by the neXtmet rotective trip-lever for again applying the rake a paratus, and means operated by said ratc et for preventing the automatic resetting of the brake apparatus after the same as been applied by the second protective tri -lever.

42. n car-stopping apparatus, mechanism operated by a protective trip-lever for stopping the car, means for automatically releasing the first means, means operated by the travel of the car for restoring said mechansim and former means to normal condition at a oint between the second and third met tripevers if the second-mettrip-lever is not in protective position.

4'3. In car-stopping apparatus, mechanism operated by-a protective trip-lever for stopping the car, means for automatically releasing the first means, means operated by the travel of the car for restoring said mech- 'anism and former means'to normal condition at a oin't between the second and third met evers if the second-met trip-lever is not tripin protective position and means for preventing the operation of the said second-named when the car travels backward.

my hand, at Los Angeles, California, this 15th day of July, 1905.

' ARTHUR D. SKILLMAN. In presence of- GEORGIW'TTI'LACKLEY,

F. M. TowNsniI'D. 

